Electrical railway danger-signal.



Np. 757,125. PATENTED APR. 12, 1904. W. E. KARNS. ELECTRICAL RAILWAYDANGER SIGNAL.

APPLICATION FILED Nov.12. 190s. No nonni.. 2 sHBETs-sHEnT 1.

No. 757,125. PATENTED APR. l2, 1904.

\ W. E. vKARNS.

ELECTRICAL RAILWAY DANGER SIGNAL.

APPLIUATION FILED NOV. 12, 1903. N0 MODEL. 2 SHEETS-SHEET 2.

By ,N 4MM? Aralar Patented April 12, 1904.

ELECTRICAL RAILWAY DANGER-SIGNAL.

SPECIFICATION forming part of Letters Patent 757,125, dated April 12,1904. Application filed November 12, 1903. Serial No. 180,860. (Nomodel.)

To all whom it may concern.:

Be it known that I, WILLIAM E. KARNS, a citizen of the United States,residing at Parkers Landing, in the county of Armstrong and State ofPennsylvania, have invented certain new and useful Improvements inElectrical Railway Danger-Signals, of which the following is aspecification.

This invention relates to electrical railwaysignals, and has specialreference to an improved danger-signal comprising simple, practical, andeiective means for automatically signaling the presence of an obstacleon the track, such as occasioned by an avalanche or landslide, thefalling of rocks or trees across the track at such exposed places ascuts, mountains, or other slopes directly 'adjoining Vthe track ortracks, also for signaling' danger conditions in connection withtunnels, culverts, bridges, and the like.

To this end the invention has in view the protecting of the exposedsection of track by the employment of a guarding-circuit at dangerpoints in exposed positions in conjunction with means controllable fromsaid circuit for actuating a visual signal and also positioningdetonating signals at safe stopping-points in order to give an engineerample warning of the obstruction, thus insuring the safety of the train.

A further object of the invention is to provide a signal of thecharacter specified which' 'shall be equally useful in connection withsingle and double tracks.

Withthese and many other objects in view, which will more readily appearas the nature of the invention is better understood, the same consistsin the novel construction, combination, and arrangement of parts, whichwill be hereinafter more fully described, illustrated, and claimed.

The essential features of the invention involved in the means for'protecting the track at exposed danger-points and for controlling bothvisual and detonating signals is susceptible to modification withoutdeparting from the scope of the invention; but the preferred embodimentis shown in the accompanying drawings, in which- Figure l is a generalview showing the danger-signal associated with the track andillustrating an effective arrangement of the rupturableguarding-circuit. Fig. 2 is a sectional .elevation of the signalapparatus, illustrating the visual signal set and the detonating signalspositioned upon the rails of the tracks. Fig. 3 is a similar viewillustrating the parts in their normal inactive positions. Fig. 4 is anenlarged detail view showing more clearly the relation between thetrip-clutch and the heel ends of the signal-carriers. Fig. 5 is a detailview of one ofthe signal-carriers. Fig. 6 is a detail view of one of thewired stringers preferably used for holding the conductors or wires inexposed positions at danger-points.

Like reference characters designate corresponding parts in the severalfigures of the drawings.

In carrying out the invention the signal apparatus-z'. e., the partembodying the controlling means for the visualA and detonatingsignals-is adapted for single or double tracks; but for illustrativepurposes the construction shown in the drawings is arranged fordouble-track service, whereby the dangersignals will be given at safepoints on both tracks which skirt the exposed danger-point.

Referring particularly to the drawings, it is to be noted in the firstplace that the section of track or tracks skirting a out, embankment, orslope where an avalanche or landslide is liable to occur at any time isprotected through the medium of a rupturable electric guarding-circuitconsisting of the conductors aa, strung in any desired number of loopsover and around the slope or ldanger-point at a sufcient distance abovethe track to insure the safety of the train. The conductors aa may bepositioned or strung in any convenient manner, but preferably throughthe medium of the wire-stringers l, consisting of spikes or stakes 2,designed to be driven or fastened in the ground and provided at theirupper ends with insulated eyes or loops 3, through which the wires` orconductors are strung. By means of stringers of this characterpositioned at proper intervals the conductors aa," constituting theguard-circuit, may be held spaced in any desired relation and formedinto any number IOO of loops, and it is also contemplated by theinvention to interpose in the line of the main conductors lightreadily-breakable wire sections b, which will rupture easily when theconductors are struck by any falling object, such as rocks, trees, orearth.

The guarding-circuit cm is designed to protect the exposed section ofthe track at both ends of the danger-point, and to secure this result iswired in series with duplicates of signaling apparatus located at suchopposite points and designated in their entirety by the referencecharacter s. The signaling apparatus s are duplicates in constructionand action, and as the wiring therefor is the same in each instance adescription of one will suiiice for the other.

Referring to the construction of the signaling apparatus s employed inconnection with the guarding-circuit ac, this apparatus includes ahousing-box 4, designed to be placed in the ground between the oppositetracks t, (shown in Fig. 2,) and from which housingbox arises astand-casing 5, usually provided with a door 6, thus permitting of readyaccess to the interior thereofl for purposes of repair or adjustment.From the upper end of the standcasing 5, which projects above the groundfrom the housing-box 4, there is extended a tubular pole 7, at the upperend of which is mounted a signal-bracket 8, carrying theoppositely-arranged semaphore-.blades 9, having at their inner endspivotal hubs 10, turning upon the axles or pivots 11, litted in thebracket 8.. The said .pivotal hubs 10 of the opposite semaphore-blades 9have attached thereto the upper ends of the cable branches 12, the lowerends of which are connected to the upper end of a signal-operating cable13, housed within the tubular pole 7 and having its lower end connected,as at 14, with one end of the separate adjusting connections 15, whichextend, respectively, to the opposite signal-carriers 16.

The signal-carriers 16 are preferably in the form of swinging drop-armspivoted at one end, as at 17, to the stand-casing 5, near the lower endthereof, and having at one side of their pivots 17 the short heel ends18, designed to coperate with the trip-clutch 19, to be presentlyreferred to. Each of the signal-carriers or drop-arms 16 has fittedthereto at an intermediate point one end of an impellingspring 20,designed to be compressed against a spring-rest 21 when the arm isfolded upward into one side of the casing in itsnormal inactiveposition, so that when such arm is released the spring will exert itspressure in a direction for throwing the arm outward and downward fromthe casing for positioning the detonating signal or torpedo upon therail. Each carrier or arm 16 is further provided at what may be termedits outer swinging end with the positioning-holder 22, preferably in theform of a thin spring-metal plate, having a head portion 23, designed toaccommodate thereon one of a plurality of the ordinary signal-torpedoes,which are suitably attached to the plate so as to be kept in positionthereby over the rail of the track. Furthermore, by reason of employinga thin supporting-plate 22 for torpedoes or detonating signals suchplate serves as a buffer to gently cushion the fall of the signalcarrier or arm 16 and prevent the jarring of the torpedoes out ofposition. When the signal-arms are moved upward and back in a positionagainst the casing, the torpedo carrying and positioning holders 22(with the torpedoes thereon) are preferably protected by shields 24,extending from the sides of the casing 5 at the upper ends of the slots26, provided therefor. When in their upright positions, the short heelends 18 of the drop-arms 16 lie in parallel planes and are designed toaccommodate in the interval or space therebetween the vertically-movabletrip-clutch 19. This trip-clutch 19 essentially consists of a horizontalcross-head having enlarged ends 27, designed to engage against the innersides of theaheel ends 18, and thus lock the carriers or drop-arm 16 intheirupright inactive positions, as plainly shown in both Figs. 3 and 4of the drawings. The said clutch or arm 19 is secured at a central pointupon the upper end of a carrying-stern 28, the lower end of which ispivotally connected, as at 29, to an intermediate point of the armaturedrop-lever 30. This lever is pivotally supported at one end, as at 31,within the housing-box 4, and the other free end thereof operates overthe exposed core end of the normally magnetized or activecontrolling-magnet 32, suitably mounted in the box4 and included in thecircuit aco. The latter also includes batteries 33, housed in the boxing4 or equivalent source of energy which normally flows through theguardingcircuit and the coil of the magnet 32, causing a retraction ofthe lever 30 by the magnet, so as to hold the clutch 19 in lockedrelation to the arms 16. In the event of the guarding-circuit beingruptured through any of the agencies referred to the controlling-magnetimmediately becomes demagneti/.ed, with the result of the lever 30dropping and carrying the clutch 19 out of engagement with the heel ends18 of the drop-arms 16. Thereupon these arms under the impulse of theirsprings 20 are thrown out and downward, with the result of carrying thetorpedoes to a proper position upon the rails of the track, and at thesame time the connections 15 draw down upon the cable connections l2 and13, thus turning the semaphore-blades 9 upon their pivots, whereby thesame swing upward to signaling positions. This adjustment of parts isplainly shown in Fig. 2 of the drawings.

While special reference has been made to the association of theguarding-circuit with a slope or cut, it will of course be understoodthat it is equally applicable for use with tun- IOO TIO

nels, culverts, bridges, and other dangerpoints along the track. Thearrangement of the guarding circuit in connectionV with a bridge issuggested in Fig. l of the drawings; but whatever the arrangement of theguarding-circuit the same is designed to be ruptu red,broken, orgrounded by the occurrence of the accident to be guarded against. Undersuch circumstances the controlling-magnets for the signals will becomedenergized, with the result of setting the signals in the manner alreadyexplained.

From the foregoing it is thought that the construction. operation, andmany advantages of the herein-described danger-signal will be readilyapparent without further description, and it will also be understoodthat various changes in, the form, proportion, and minor details inconstruction may be resorted to without departing from the spirit of theinvention or sacrificing any of the advantages thereof.

Havingl thus described the invention, what is claimed, and desired to besecured by Letters Patent, is-

l. In a railway danger-signal, the combination with the signal to beactuated and electrical controlling means therefor, of a normally closedguarding-circuit including said controlling means and comprising aconductor strung in exposed positions at danger-points and provided witha multiplicity of readilyrupturable portions.

2. In a railway danger-signal, the combination of a normally closedrupturable guardingcircuit arranged in an exposed position, andmechanism controllable from said circuit and comprising means foractuating a visual signal and also for positioning a detonating signal.

3. In a railway danger-signal, the combination of a normally closedrupturable guardingcircuit arranged in an exposed position and includinga controlling-magnet, a clutch held and released by the magnet,- andsignal mechanism locked and released by the clutch and comprising meansfor actuating a visual signal and also for positioning a detonatingsignal.

4. In a railway danger-signal, the combination of a rupturableguarding-circuit arranged in an exposed position and including acontrolling-magnet, a signal-carrier for positioning a detonatingsignal, a visual signal operatively related to the signal-carrier, and aclutch controlled by said magnet and arranged to lock and release thesignal-carrier.

5. In a railway danger-signal, the combination of a normally closedguarding-circuit including a controlling-magnet, a signal-carrierarranged to swing overthe track-rail and having a holder for adetonating signal, a visual signal operatively connected with thesignalcarrier, and a trip-clutch controlled by the magnet and arrangedto lock and release the signal-carrier.

6. In a railway danger-signal, the combination of a guarding-circuitincluding controlling means, a swinging drop-arm having asupporting-plate for carrying and positioning detonating signals overthe rails, a movable visual signal having an operative connection withthe drop-arm, and a trip-clutch controlled by the magnet and arranged tolock and release the drop-arm.

7. In a railway danger-signal, the combination of a guarding-circuitincluding a controly ling-magnet, an upright stand supporting a signalbracket, pivotal semaphore blades mounted on the bracket,vertically-swinging drop-arms pivotally mounted on the stand andprovided contiguous to their pivots with short heel ends and carrying atthe opposite ends supporting-plates for holding and positioningdetonating signals, impelling-springs attached to the drop-arms,adjusting connections between the drop-arms and semaphore-blades, avertically-movable trip-'clutch consisting of a cross-head arranged tolie between the heels of the opposite drop-arms, a carrying-stem for theclutch and an armature drop-lever lpivotally connected at anintermediate point tothe carrying-stem and pivotally supported upon oneof its extremities, the'other extremity of said lever being controlledby the magnet.

In testimony whereof I affix mysignature in presence of two witnesses.

WM. E. KARNS. Witnesses:

E. SNYDER, C. B. HENRY.

